boyden



(No Model.) '3 Sheds-Sheet v1.

G. -A-, BOYDEN.

. FLUID PRESSURE GAR- BRAKE.

No. 356,025. Patented Jan. 11, 1.887,

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(Nd'ModeL) G. A. BOYDEN. FLUID PRESSURE GAR BRAKE No. 356,026. PatentedJan."11, 1887.

Witnesseslfivenrnr:

(No Model.) 3 Sheets -Sheet 3.

GiiLBOYDEN.

FLUID PRESSURE GAR BRAKE. I No. 356,025; Patented. Jan. 11; 1887. v

Wirnesses- Invenrnr:

9M. A5 10 Q. $12 M B flaw/aw flu- Unirnn Smarts PATENT Grinc I GEORGE'A.BOYDEN, OF BALTIMORE, MARYLAND, ASSIGNOR F ONE-HALF TO CHARLES B. MANN,SAME PLACE.

FLUlD PRESSURE CAR=BRAKE.

SPECIFICATION forming part of Letters Patent No. 356,025, datedd'anuary11, 1887. i

Application filed April 12, 1886. Serial No. 198,545. (No model.)

To aZZ whom, it may cancer/m Fig. shows a modification. Instead of theBe it known that I, GEORGE A. BOYDEN, a train-pipe having thecollapsible and expansi citizen of the United States, residing atBaltible feature continuous from end to end, there more, in the State oflliaryland, have invented may be employed an iron pipe on each c ar,hav-5 certain newand usefullmprovements in Fluiding sections or portions ofcollapsible hose for Pressure Car-Brakes, of which the followingcooperation with a gripper. is a specification, reference being hadtherein Referring to the drawings, the letter A desto the accompanyingdrawings. ignates an ordinary freight-car; B, the trucks My inventionrelates to improved means for of the car,equipped with ordinary brakemech- 10 operating car brakes by fluid-pressure, and anism, whichincludes shoes, brake beams and has for its object to provide forfreight-trains lever, and'arranged,as usual,to be operated by apower-brake in which the agent for comthe wellknown hand-wheel, O, on anupright municating the power shall be fluid under shaft. \Vith thisordinary brake'mechanism pressure,- and the invention especially contem-I connect a train-pipe or hosegripper, cl, which 6 1 plates that theengineer may at all times and may be made in any suitable way.

under all conditions of running operate and The drawings show one formofconstruction control the brakes of all cars equipped accordfor thegripper, comprising two 3' aws', (1 cl, one ing to this invention; ofwhich is fixed stationary and the other mov- In the drawings whichillustrate the invenable, its movement being toward and away 2tion,Figure l is a side view of a train equipped from the other. Themovable'j aw is attached with theimproved brake. Fig. 2 is atop View toa rod, 6, which is supported in bearings f of a train in which thetrucks and brake mech below the car-body, and extends crosswise auism ofone car are shown without the carthereof. This rod has endwise movementin body. Fig. 3 is a View showing the principal its bearings. A pulley,'g, is mounted on the 2 parts comprised in this invention detached saidrod, and two other pulleys, h, are fixed from the train. As shown inthis view, oil, immovably and in any suitable way to the water, or otherliquid is designed to be used car-body, one of thesaid two fixed pulleysbein the improved train-pipe, and the desired ing ateach side of the rod6. A chain, 2', passes pressure on the liquid is obtained by a pipe Onone side of the rod-pulley g, and on the op- 30 directly connecting thesteam-space of the 10- posite side of the two iiXed pulleys h, andconcomotive-boiler with a tank containing the nects with a brake-lever,It, on the trucks. said liquid. Fig. e is a view showing the It will beunderstoodfrom this description principal parts comprised in thisinvention dethat the rod 0 by moving endwise will cause a tached fromthe train. As here shown, oil, pull on the chain 2', and thereupon thebrake- 5 water, or other liquid is designed to be used shoes n will beapplied to the wheels.

in the improved train-pipe, and the desired I employ a collapsible andexpansible trainpressure on the liquid is obtained by an ordipipe, L, tocontain fluid under pressure, and nary compressed-air apparatus. Fig. 5is a (the said pipe is placed in the gripper, (that is,

view of the principal parts comprised in this between the two jaws d d,)or a device of 4o invention detached from the train, the imequivalentcharacter.

proved train-pipe in this instance being shown The train-pipe L iscontinuous from a source detached from the grippers which actuate ofsupply of fluid under pressure, located on the brake mechanism on thecar. As here the tender or locomotive, along all the cars shown,compressed air is designed tobe used composing the train, or along asmany of said 4 in the improved train-pipe, an ordinary aircars as may bedesired.

compressingapparatus being employed. Figs. The term train-pipe as hereused is the 6 and 7 are end perspective views showing the directcontinuous pipe through which the collapsible train-pipe and the gripperfor the fluid (whatever it may lac-water, oil, steam, same. One Viewillustrates the train-pipe eX- or air) passes from the source of supplyof too o panded and the other collapsed. Figs. 8 and fiuidpressure alongthe cars of the train. .9 are top views of the train-pipoand gripper.lEt does not include branch pipes, chambers,

or cylinders,which parts have heretofore been' used on the cars, but arenot employed in my brake.

My collapsible and expansible train-pipe embraces that pipe only throughwhich the fluid will pass that is to operate the brakes of those carsalong which said train-pipe extends.

The forward end of the train-pipe, when in use, is connected with thetank O,(whieh represents the source of a supply of fluid under pressureand the other end, 10, is closed or sealed. As here shown, thetrain-pipe differs from that of other fluid-pressure brakes, in thatthroughout its entire length it is sealed or closed, or, in other words,it is without openings or branch connections, and this comprises onefeature of my invention. This improved train-pipe operates thecar-brakes by its action when collapsing or expanding, which feature isillustrated in Figs. 6, 7, 8, and 9 of the drawings.

In Figs. 6 and 8 the train-pipe L is shown expanded. The expansion isproduced by the fluid-pressure, the fluid being in and throughout thetrain-pipe. The result of the expansion is to spread the jaws cl d ofthe gripper,

' or whatever equivalent device may be used,

and thereby move the rod 6, and through the connections between it andthe brake-lever 7t operatethe brakes-that is, either to apply them or tohold them off.

In Figs. 7 and 9 the train-pipe L is shown collapsed. This condition isproduced by a withdrawal of the fluid-pressure from the train pipe.\Vhen the train-pipe is thus collapsed, the jaws cl d of the gripper arenearer to gether-that is, the movable jaw approaches the stationaryone-and the rod 0 and connections are moved in the opposite direction.This collapsing and expanding of the trainpipe comprises another featureof my invention.

It will be obvious that the collapsible and expansible action of thetrain-pipe may be utilized either to apply the brakes by the directaction of the expanded pipe and release them by collapsing the pipe, or,reversely, the expansion may serve to hold the brakes off, and anywell-known means (such, for instance, as a spring acting in connectionwith the brake mechanism) employedto apply the brakes.

The collapsible and expansible train-pipe may be employed in controllingcar-brakes by either the hydraulic or pneumatic plan-that is, thetrain-pipe may receive water, oil, spirits, glycerine, or any compoundor admixture of these; also, steam may be used and air.

The drawings herewith illustrate three plans, which will now bedescribed.

The tank 0 in Figs. 1, 2, and 3 is for oil, water, or other liquid whichis to enter the train-pipe. A pipe, q, connects the top of this tankwith the steam-boiler R of the locomotive. Thereby the pressure of thesteam in the boileris exerted on the liquid in the tank. The train-pipeL is connected with the liquid-tank O. A three-way cock, .9, in the saidconnecting-pipe controls the passage of the steam to the liquid-tank,and the exhaust-pipe t, connected with the cock, provides for therelease of the pressure. By this well-known device the engineer willhave control of the brakes, and may at any time apply or release them.

In Fig. 4 the tank 0 is also for oil, water, or other liquid. In thisinstance the pipe q connects with a tank, 1%, of compressed air. Therebythe pressure of the air in the tank It is exerted on the liquid in thetank 0. A steamcylinder, U, and a condensing pumpfl of the usualconstruction, are employed to compress the air. The three-way cock .9controls the passage of the air to the liquid-tank, and the operationotherwise is the same as when steam is used.

Fig. 5 illustrates a plan for the use of compressed air in thecollapsible and expansible train-pipe. In this instance no liquid isused.

he tank 0 is for the compressed air, and the pipe 10 connects this tankdirectly with the train-pipe L. The three-way cock 3, exhaustpipe 15,cylinder U, and pump V are all arranged as usual. V

The train-pipe having the features of this invention may consist ofsuitable hose, com mencing at the tank 0 and continuing from thencealong the cars of the train, and may be in sections of suitable lengthcoupled together, as at 00,- or, as shown in Fig. 10, each car may beprovided with iron pipe L, secured to the car by suitable fastenings, y,like the trainpipe of the well-known airbrake, and short sections ofcollapsible and expansible hose L connected with said iron pipe. 'Inthis case the usual hose couplings, a, between cars would be necessary.The gripper cl,or other equivalent device, will then co-operate with thesaid short section of hose, as hereinbefore described. Therefore where Iclaim acollapsible and expansible train-pipe said claim includes acontinuous hose of this character or a pipe composed in part of metaland in part of hose, either or both.

It is obvious the device herein termed a gripper may be otherwiseconstructed, and it is also plain that the mechanism which connects thecollapsible and expansible trainpipe with the ordinary brake-shoes maybe constructed and arranged in a variety of ways besides that hereshown. My invention consisting of the collapsible and expansibletrain-pipe is not, therefore, limited or affected by any such changes.

In case liquid is used in the train-pipe, the closed end should beprovided with a cock, j, whereby to empty the pipe of air when it isdesired to fill it with liquid; or when the-pipe is full of liquid thesame may be drawn off.

No claim is herein made to a detachable or removable train-pipe, claimsthereto being embraced in my application for patent filed June 15, 1886,Serial'No. 205,190. No claim is made to a gripper separately, nor to themechanism separately, which connects the 93L lapsible and expansibletrain-pipe with the ordinary brake mechanism on the car-truck, claims tosaid parts being embraced in my application for patent filed June 22,1886, No. 205,865.

Having described myinvention, I claim and desire to secure by LettersPatent of the United States 1. A railway-car brake having,incombination,a source of supply of flnid-pressure,brake mechanism on thecars, and a collapsible and eXpansible train -pipe having one endconnected with said source of supply and the other end closed andthroughout its length sealed, or, in other words, without openings orbranch connections, as set forth.

2. In a railway-car brake, a collapsible and eX-pansible train-pipe, incombination with a source of supply of fluid-pressure and brakemechanism on the cars which is actuated by the collapsing and expandingof said pipe, as

I set forth.

3. A railway-car brake having,in combination, a source of supply offluid-pressure, brake mechanism on the cars, a collapsible andexpansible train-pipe having one end connected with said source ofsupply, and a gripper capable of holding the said train-pipe andconnected with the said brake mechanism, as set forth.

4. In a railway-car brake the-mechanism of which is operated byfluid-pressure, the combination therewith of a collapsible and wepansible train-pipe which is closed at one end and sealed throughout itslength, as set forth.

In testimony whereof I affix my signature in presence of two witnesses.

GEORGE A. BOYDEN.

Witnesses:

JNo. T. Mannox, JOHN E. MORRIS.

